meyer



PATENTED IAN. 5, 1904.

J. MEYER.

No.y 748,769.

GATE.

APPLIOATION FILED JAN. 5. 190s.

3 SHEETS-SHEET l.

N0 MODEL.

WR. Nwmu UNT MTW. IB. n

PATENTED JAN. 5, 1904.

l No. 748,769.

J. MEYER.

GATE.

APPLICATION FILED JAN. 5, 1903.

3 SHEETS-SHEET 2.

N0 MODEL.

1 NvENTf-L JQHN MEYER,

W @MESSE A No. 748,769,

` PATENTED JAN. 5, 1904.

J. MEYER.

GATE.

APPLICATION-FILED JAN. 5, 1903.

3 SHEETS-SHEET 3.

N0 MODEL.

1N VENTEB: JOHN MiYiR,

W ITNEEEES mom-urna UNITED STATES Patented January 5, 1904.

JOHN MEYER, OF YUTON, ILLINOIS.

GATE.

` SPECIFICATION forming part of Letters Patent No. 748,769, dated January 5, 1904.

Application iiledl January 5, 1903. Serial No. 137,937. (No model.)

To all whom it may concern:

Be it known that I, JOHN MEYER, a citizen of the United States, residing at Ynton,'in the county of McLean and State of Illinois, have invented certain new and useful Improvements in Gratos; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same.

This invention pertains to improvements in gates of that kind which are employed as drive-gates.

An object of the invention is to provide a gate with a peculiar operating mechanism which will assist in operating the gate with the least amount of effort.

A further object is to combine with the mechanism an automatic trip by which the gate may be operated by the passage of a vehicle both in opening and shutting movement.

A still further object is to provide astructure not heretofore used in gate-operating mechanism and one which is simple in form and operation. y

In the appended drawings, forming part of this application, Figure l is an elevation of the gate and its operating mechanism. Fig. 2 is a plan viewof the same. Fig. 3 is an end view. Fig. 4 is a perspective View of the gate and both the automatic trip mechanism and the hand-lever devices. `Fig is a perspective view of detail portions of the operating mechanism used with the tripping arrangement.-

A A' indicate two halves of the gate, whichv meet at the center of the road, as in similar..

forms of gates. These portions are each hinged or pivoted at the rear lower corners between posts B and B', said posts being suitably supported in a cement or brick foundation. These posts form the end of the fence at either side, as shown. It will be understood that the gate portions are designed to swing or tilt open on their pivotal supports and stand open on end, as indicated by broken lines in Figs. 1 and 4E. The usual hand-levers C C are employed for operating the gate-sections, one being placed at each side of the gate and at opposite ends thereof.

Y. To the outer or longer ends of the levers are tain its first position. J ust here I desire to direct attention to the means for operating both sections of the gate simultaneously. At the pivoted corner of one of the sections is attached a pair of depending arms Gr G, Fig. 5, whose free ends are pivoted to a bar H, occupying a position beneath the gate,as shown in Fig. 1. The opposite end of this bar H ext-ends somewhat beyond the end of the opposite gate-section and is provided with an arm I, pivoted thereto and whose other end is pivotally connected with the gate at J on a plate K, which is employed for convenience in attaching the said arm I. However, this need not be used unless desired. Now as viewed in Fig. l let it be supposed that the right-hand lever C be operated to raise the gate-section A' to open it. Since tbe arms Gare below the pivot of the said section, they will necessarily be swung toward the left as theA gate rises, and in so doing the bar H will be shifted in the same direction, Ithus pulling the arm I toward the left and raising the gate-section A on its pivot, the Alatter action obtaining by reason of the point of connection of the arm I with the gate-section being above the pivotal point of support of the latter, as will be understood. The action of the gate thus constructed and arranged is quite free, and but little effort is required to impart motion thereto in either direction. On the top of the section A a barL is secured, which projects over the opposite section and normally lies between two cu rved guides M M, secured to the section A'. These portions are merely for use in guiding the sections together when in the act of closing and also stiffeniug a similar action the section will again at- ICO .approach to the gate, as shown.

the gate against wind-pressure, although the use of such parts is not absolutely necessary, but more as a matter of choice.

In connection with the mechanism described I use an automatic trip arrangement, partially shown in several of the gures, but clearly shown in its entirety in Fig. 4. The arrangement comprises four cranks N' N2 N3 N4, carried in suitable bearings, (not shown,) one of such cranks being located at each side of the road and at each To the horizontal rocking portion of the crank N' is attached an upright arm n, to which is connected a rod O, whose other end is pivotally connected to a bell-crank P, pivoted on a suitable post Aor other stationary portion, (not shown,) and whose other extremity is connected to the rod H through a crank P'. It will be seen that a vehicle approaching the gate and passing its wheel over the said crank N will shift the rod O in the direction of the gate and turn the bell-crank on its pivot, and thereby shift the rod H in a direction to open the gate, the movement of such rod being the same as when operating the gate by means of the hand-levers. The rods O are perfectly rigid, so that motion imparted thereto by the cranks described will push them in the direction of their lengths and move the cran ks P and N5 to operate the gate. As the vehicle passes out through the gate it is again driven over a similar crank N2, which is connected to the bell-crank P in the same manner as the crank N'. However, the arm on said cranks corresponding with the arm 'n of the crank N' is turned down instead of up, so that the consequent movement of the bar H is the reverse of that caused by the movement of said crank N'. When the gateis closed, as viewed in Fig. 4, the two links described occupy the positions indicated in unbroken lines, and when the crank N' is turned down by the passage of the vehicle over it the crank N2 is raised to the broken-line position in said Fig. 4, so that it is in position to be turned down when the vehicle reaches it. In approaching the gate from the opposite direction from that described the vehicle is caused to pass over the crank N4, which has connection with a bell-crank N5, having connection by means of a link P with the rod H, Fig. 5. The passage of the said vehicle over the crank N5 will .by connections similar to those already described open the gate, and after passing through the latter the operation of the crank N4 will close the gate, as before. i

All of the operating portions except the cranks may be housed from the weather, so that free operation of the gate is assured at all times. I am aware that operating a gate by means of the vehicle-wheels is not new;'

but the mannerof operating and the means employed I believe to be new.

It will be seen that the levers C or the cranks N', dac., may be used interchangeably, if desired, and the gate will be operated as Well by one as the other means.

Having thus described my invention, I claim- In anautomatic gate of the character described, two gate-sections A and A', pivoted at their lower remote corners to tip up on end one at each side of the road, a pair of supports B and B' between which the said gatesections A, A' are respectively pivoted at their said corners, an arm G rigidly secured to the section A' and extending diagonally downward below the pivot of said section, a horizontal bar H beneath the gate one end having pivotal connection with the free end of said arm G below the said pivot, an arm I pivoted to the opposite end of the bar H, said arm I connected pivotally at its other end to the gate-section A above the pivotal support thereof, a pull-rod E attached to each gatesection at the position shown, an arm C pivoted aboveeach gate-section and having the upper end of the rod E attached thereto as shown, each arm and its rod adapted to operate both gate-sections through rod H and arm I as described, in combination with means for opening and closing the gate by the passage of a vehicle which consists of a pair of substantially rigid rods O at each side of the road and parallel therewith, each eX- tending in opposite directions from the gate, a bell-crank P having the adjacent ends of the rods O connected to one limb thereof, a loo rod connection P' between the opposite limb and the end of the bar H at the gate-section A, said crank being pivoted horizontally to a support in the ground as described, horizontal cranks N' and N2 at the opposite ends of 105 the rods O, the same adapted to be operated by the wheels of vehicles, a crank connection between said cranks N', N2 and the rods O, a crank N5 pivoted to a support in the ground as described adjacent to the pivot 1ro of the gate-section A', a rod connection P between one limb of the crank and the free end of the arm G of the gate-section A', the adjacent ends of the rods O at that side of the gate being pivotally connected to the oppo- U5 site limb of said crank, the cranks N3 and N4 at the remote ends of said rods 0a crank connection between the said cranks N3 and N4 and the rods O all being arranged as shown.

In testimony whereof I affix my signature rzc in presence'of two witnesses.

JOHN MEYER.

Witnesses:

L. M. THURLow, E. J. ABERsoL. 

